ENHANCEMENTS

CATALOGUE

www.aston.co.uk

IntroThe brochure provides an an illustratedguide to the many upgrades andmodifications that can be offered to theowner of any Aston Martin. Many of theseupgrades are readily and retrospectivelypossible to fit, though a few are moreconveniently undertaken in conjunctionwith another in order to preserve the car’ssafety and ease of use. For example, aplanned engine modification will lead to asignificant increase in power and torque; itis therefore only responsible to considerother upgrades to the car’s cooling,braking and suspension systems. Therecommended package of enhancementsis indicated where it appropriate.

INTRODUCTION 02

Contents

03 CONTENTS

Right Hand Drive to Left Hand Drive

Electric Power Steering

Gearbox Conversions

Engine Modifications

Handling Kits

Brake Upgrades

Air Conditioning

Cooling

Aluminium Fuel Tanks

Daytona Window Lift Kits

P05 to 06

P07 to 08

P09 to 10

P11 to 28

P29 to 38

P39 to 44

P45 to 46

P47 to 48

P49 to 50

P51 to 52

CONTENTS 04

As one of the biggest specialists dealing in ClassicAston Martins, we are finding an increasing demandfor LHD cars and the availability of such cars isextremely small. This is not surprising bearing inmind that only some 10% of those Aston Martinsmanufactured up until the introduction of the DB7, were sold as original LHDcars. As a result, we have endevoured to meet ourclients wishes and developed LHD conversions tothe highest standard.Many prospective customers may well think thatchanging the specification of a rare car, such as anAston Martin, would detract from both its originalityand value. This may be the case if major changeswere envisaged to the appearance or if there wasconsiderable deviation from the original in someimportant mechanical item, such as fitting a Jaguarengine into a DB4. Indeed, as was originally foundwhen many Austin Healeys and E-Types werere-imported back to the UK and converted to RHD,that values did to some extent suffer, largely as aresult of the lack of quality and original appearance.Fortunately this is no longer the case though.

On the contrary, we are now routinely finding thatvaluable Aston Martins that have been sold tooverseas customers are being bought andconverted to LHD and that a premium is oftenachieved. As a result the value added to an Astonconverted from RHD to LHD is as much, and oftenmore, than the cost of the conversion.

There are however, a number of clear provisos inmaking this claim. First and foremost, the conversionhas to be precisely as it would have been had theAston been manufactured from new as a LHD car.The quality of the conversion has to be flawlessgiving the precise appearance of an original LHDAston.

Right Hand Drive toLeft Hand Drive

05 RHD TO LHD CONVERSIONS

Over recent years, the demand for these LHDconversions has risen very substantially, particularlyfor the DB4, 5 and 6 and increasingly now, the V8models. We re-manufacture and acquire all itemsnecessary to carry out all of the conversion- be it forDB4, 5 and 6’s-chief amongst which are thedashboards. As can be seen, the quality and originalappearance is excellent and anyone contemplating aRHD to LHD conversion can rest assured that theconversion process is straightforward, taking nomore than a few weeks to accomplish and that weare very experienced in carrying them out.

If a LHD conversion is of interest to you, please getin touch. We can certainly advise and can readilyprovide a very competitive quotation for all thework involved.

Contact Us for more information

07 ELECTRIC POWER STEERING

Electric PowerSteeringThe cheapest and smallest of cars these days haspower steering as a standard feature, but in the PostWar years, most Aston Martin’s came withunassisted steering as standard. Indeed, powersteering was only an option with the DB6 and notavailable with any earlier models. Even then anyprospective purchaser would have had to pay extra.

Today, with radial and wider section tyres now fittedin most cases, the steering of these cars becomesheavy and intolerable for many at parking speeds.The answer is to fit some form of power assistedsteering. Such systems are now readily available forretro fit and at sensible prices. Until a few yearsago, most forms of power assisted steering werehydraulic actuated. A hydraulic PAS required the fitment of an engine driven pump, reservoir, ahydraulic actuator and a torque sensor of some formin the steering column. All of this had to beconnected with pipes, this all becoming quite amajor modification to install. It was also intrusive,and detracted from the standard under bonnet look.

Further developement then led to idea of doing thesame thing with an electric actuator instead, thisbeing installed and incorporated into the steeringcolumn. This simplifies the installation, does awaywith the need for a pump, all of the pipes and bigand intrusive actuator. Being much easier to installalso means being much cheaper. It didn’t stop there.It also becomes much easier to adjust levels ofassistance, to vary the rate of assistance withregard to the steering angle of the front wheels, andwith speed inputs, to make the steering speedsensitive. None of that was achievable with a simplehydraulic installation. Also, with many fewer movingparts, it is intrinsically much more reliable.

At Aston Workshop, we now offer electric power

assisted steering for any post war Aston Martin. Oneof the problems besetting existing hydraulic assistedsteering is the increasing cost and difficulty in theiroverhaul and repair and that they are prone to leak.Replacing an existing hydraulic system with an up todate electric one therefore makes sense.

Installing an electric power steering system simplyinvolves the removal of the steering column and itsmodification with an electric actuator and torque sensor. Today, these systems are being regularlyasked for and a replacement modified column cannow often be supplied on an exchange basis. Someminor changes to wiring will be required and anadjustment knob put into the dash to give a degreeof driver selected assistance. Alternatively, a fixeddegree of assistance can be used. Either way, theinstallation does not affect the look of the car inanyway.

We will be pleased to advise and quote for such anupgrade. Those for the DB4’s, 5’s or 6’s can beprovided almost immediately. Those for the earlierAstons will require a little notice, as the existingsteering column in DB2’s, DB2/4’s and DB Mk3 willneed to be sent away for modification. As for thelater models, we deal with them on a case by casebasis. Contact Us for more information

09 GEARBOX CONVERSIONS

Gearbox ConversionsWe are all aware of the somewhat vintage feel of theDavid Brown gearbox fitted to the DB2 and DB Mk3models and these gearboxes are for many ownerspart of their car’s enduring character. The sameapplies to the gearbox fitted to the DB4, and the ZFgearboxes fitted to the DB5 and 6. Automaticgearboxes based on the Borg Warner DS35 are 3speed, sluggish in response, power sapping andsomewhat unresponsive, yet that is what was fittedat the time, and to someone who remembers anddrove these cars while they were comparativelyrecent and typical of the period, there may be nowish to change.

Many new and aspiring owners, however, have no orat best hazy recollection of that period. So inevitablythey compare a DB 4 for example, with other morerecent cars that they do have experience in driving,wanting above all, a car that they can drive, feel comfortable and be safe with. We are also constantly being encouraged to be responsible citizens and to avoid polluting the atmosphere. The cost of fuel inexorably rises, so there is a real incentive to find ways of cutting fuel consumption,and with that, pollute less. The single most effectiveway to do that is to raise the gearing so that the carcan cruise at lower engine speed for a given roadspeed. Fitting an Aston with a fifth gear when all itoriginally had was a simple 4 speed gearbox, is agood start.

The same applies to the automatic gearbox as well,but even more so. An 80’s 4 speed gearbox, now aregular option for many Astons, such as the DB6,DBS and Lagonda, helps but experience indicatesthat this is only a partial solution to what wouldtransform such a car into one that suits today’straffic. So what can be practically done to improvematters?

The first concern is to decide whether to fit a manualor an auto gearbox, having regard to the reality thatmany would love to own such as a DB5, but, havinghad no experience of a manual, require a suitableauto gearbox.

The second concern is to decide the type of use, thetraffic conditions and what feels right and comfortable. We all know that a typical modernToyota, Getrag or Borg Warner 5 speed manual gearbox is just so effortless when compared to anoriginal David Brown or ZF gearbox, being quiet, easyand simple to use, efficient and cheap to buy andwidely available. At the same time, the cost of overhauling the original gearbox is high, and the endresult is not always completely satisfactory. 6 speedgearboxes are now also available at sensible prices.

At Aston Workshop, we can help and we now havean expanding range of transmission options. What’sright for one owner is not necessarily a choice foranother. So we offer a wide range of options.

If the choice is to go for an auto, then we can obligewith a 4 speed and from autumn this year a 5 speedoption. The 4 speed gearboxes are hydraulicallyactuated, so while very much more responsive thanthe original 3 speed gearboxes, they do have a directtop gear and with a modified governor, provide a bigimprovement over the 3 speed. Auto DB6 and V8owners will notice this at once. However, we are onthe cusp of an even bigger change, to fit a 5 speedZF auto, but being electronically controlled, it can begiven massively improved response characteristicsover earlier gearboxes. With taller gearing this givesa marked improvement in fuel consumption,increases available performance and we expect to beable to start offering this option from autumn thisyear at a small premium to the cost of a 4 speedauto.

Overhauling the original David Brown and ZF gearboxes can be undertaken, but this takes time.They remain inherently noisy and no matter howmuch care is taken, the result will not transformthem as may have been hoped for in many cases. Itis also not a cheap exercise, largely a result of theparts required being rare, difficult and expensive tosource. So we can offer a modern 5 speed and 6speed alternative. As there are so many differentoptions to choose from, the best course of action isto discuss your preferences and wishes and thencewe provide you with a fully engineered solution thattakes account of your budget, timescale and preference.

Please note that with the 5 speed auto and 6 speedmanual boxes, the optimum configuration may well suggest a change to the final drive ratio, dependingon usage and owner preference.

In conclusion we offer a fully engineered solution,which comes as close as possible to maintaining thevisual impression of an unmodified car, yet has theeasy to use and efficient characteristics of a moremodern car at affordable and cost effective prices.And lastly, remember that these upgrades are alwaysreversible, if at some point the owner wishes torevert their car back to its original specification.Contact us for more information

GEARBOX CONVERSIONS 09

Aston Martin EngineEnhancements

11 ENGINE ENHANCEMENTS

The models that are covered in this section are asfollows:

The DB2, DB2/4, the DB2/4 Mk2 and the DB Mk 3 family

The DB4, the DB5 and the DB6 family up to and including the DBS and the Vantage (1972 to 1973)

The Aston Martin V8 family covering:The DBS V8 (fuel injected and carburettered)The V8 Series 1 through to 5 (incl. Volante)The V8 Lagonda Series 1 to 4 manufactured from 1977 to 1984The V8 Vantage and all its variants

For each family of models the section has beenfurther subdivided to easily identify the applicableupgrades, depending on whether the upgrade isintended to:

u Generally enhance performance (Fast Road)u Improve flexibility, tractability and

economyu Provide the ultimate in performance

As will be readily appreciated, if a car has been provided with a significant increase in engine powerand torque, other matters should be addressed. Forexample, if a car has significantly improved acceleration, it is only responsible to consideraddressing its braking and road holding capabilities.In addition, where the aim is an increase of over30% in power or a major improvement in economy isdesired, it is essential also to address the strengthof the transmission line (including gearbox and final

drive) and to review carefully the desired gearing,this latter point probably having the single greatestinfluence on economy. To that end, where an engineconfiguration is suggested, there will be added linksto Suspension, Braking and Transmission upgradesthat should also be considered and which would provide the safest and best overall balance in theAston’s performance, roadholding and brakingcapabilities.

DB2, DB2/4, DB2/4 Mk2 and DB Mk3 engineupgrades

It should be remembered that the design concept ofthese engines dates back to the late 1930s andconsequently there are some significant limitationsto scope for engine modification and developmentthat can be achieved. Not withstanding, racingengines in the 1950s were developing power outputsof 200 bhp and above, when the first productionengines were producing only 85 bhp. Fast roadengines today can reliably produce outputs in theregion of 170 bhp. The suggested engine upgradesto enhance general reliability, flexibility and refinement apply universally as a set ofrecommendations for any engine and car.

Fast road engine enhancementsThe principal areas of modification are:

Fast road camshafts

To go with fitting these, it is recommended that highcompression pistons and free-flow exhaust manifoldsare also fitted and the exhaust system is twinned.

Aluminium cylinder head replacement

DB2 and DB 2/4 cars are restricted with theinherent breathing of the engine by restrictions in theintake manifold and inlet ports. These may beovercome with this new aluminium cylinder head,that retains the basic design and physical featuresof the original. Fitted with improved porting andbigger valves, engines upgraded with this cylinderhead have significantly greater scope forperformance enhancement, but with full unleadedcapabilities.-- When mated with fast road camshafts,high compression pistons and free flow exhaust, thepotential power can be further improved to around180 to 185 bhp.

Crankshafts

To reliably cope with increased torque and power,consideration should be given to whether it would beprudent to fit a replacement forged steel crank. Theadvantage is the absence of crank induced torsionalvibration and dynamic balance, as well as enhancinggeneral longevity.

u New forged steel crank. To reduce the effects of torsional vibration and improve longevity

u Solid State ignition for reliabilityu Increased capacity oil pump for reliability

and longevityu Improved engine cooling – aluminium

radiator and electric fan

Complementary transmission recommendations

1. A higher rear axle ratio from 3.73. to 3.542. 5 speed gearbox or overdrive

Complementary suspension modificationsrecommended are:

1. Telescopic rear shock absorbers2. Stiffer front roll bar3. Fast road front and rear springs4. Up rated front shock absorbers5. Replacement front spring suspension towers

- a safety precaution

Complementary brake and hub modifications

1. Front disc brakes2. New front and rear hubs to overcome known

design weaknesses3. Brake servo4. Consideration could also be given to

modifying the braking system to accommodate separate front and rear brake hydraulic circuits.

5. 72 spoke wire wheels and radial tyres

All parts used in our Engine Conversions ansrebuilds can be purchased at:

www.astonparts.com

13 DB4, 5 & 6 UPGRADES

General Points

The brief leading to the design of the DB4 enginewas finally agreed in 1956, having initially started asa requirement for a 3 litre engine, then enlarged andfinally coalescing around an all alloy engine of 3.7litre capacity. The history of this engine is long andinvolved, but suffice to say that the engine configuration was a wet liner engine, with twin overhead camshaft with hemispherical combustion chamber design.The engine was given a 7 main bearing crankshaftwith particularly generously dimensioned main

bearings, having regard to the possibility of theengine being used for endurance racing.The DB4 engine has now been reworked and can bemade to run reliably at up to 4.7 litre capacity, with alonger stroke crankshaft and increased bore size.The engine has shown that it can be readily tuned in various states of tune almost from the start of DB4production.

Fast road engine enhancements

The main elements of a fast road engine involve:� An increase in engine capacity to a

maximum of 4.5 litre, that is the limit on the safecylinder bore size that can be reliably tolerated. It ismore common to increase to 4.2 litre, and this hasbecome the default specification for any overhauledDB4, DB5 and DB6 engine. While leading only to avery minor increase in power, there is some usefulmid range improvement in torque, but to achieve anysignificant increase in performance, other changes tocamshafts etc will be required.� Carburation – The original standard engineconfiguration involved a variety of different carburation arrangements, ranging from twin SUHD8s on the DB4, triple SU HD8s on the DB4Vantage specification, and with the DB4 GT, tripletwin choke Weber DCO-E9s. Later, with theintroduction of the 4 litre DB5, the triple SU HD8sbecame the default with the Vantage tune,standardising with triple twin choke Weber DCO-E9s.� Fast Road Camshafts – There are severalcandidate camshafts to choose from, depending onthe initial state of tune and the camshafts fittedhave evolved over the production of DB4, DB5 andDB6 engines. One aspect of fitting “bigger” camswill be an increase in tappet noise, resulting fromthe steeper cam profiles that are used. Today, thereare several choices of cams for the fast road enginebut the two we would recommend are:

The Piper cams – these retain the flexibilityand smoothness of the standard engine, but providea general improvement in mid and top range torque.These suit best those who want a more lively car, butdo not wish to compromise flexibility in traffic.

The Aston Workshop fast road cams – bestsuited to use with the DB5 and DB6 Vantage withtriple Webers, in which they provide a very noticeableand consistent increase in engine torque of theregion of 25% or so over the standard specification.

DB4, 5 and 6 EngineUpgrades

The car will feel noticeably livelier and from 2 to2500 rpm, it will pull particularly strongly all the wayto the red line. The downside is a slightly lumpytickover and some loss of flexibility below 2000 rpm.

Lightweight Forged Steel Crankshaft –While this component is not an essential addition tothe fast road engine specification, if the engine isbeing given a complete overhaul, the additional costarising from the fitment of this new crank comparedto the cost of regrinding and polishing the original ismarginal and with the added assurance of standardsized journals as opposed to re-ground undersizejournals.

Lightweight forged Cosworth Pistons andLiners – a rebuild of an engine involving conversionfrom the 3.7 or 4 litre to 4.2 or 4.5 litres will involvefitting new liners and pistons.

Compression ratio – the defaultcompression ratio is 9.0 to 1 and the engine wouldso set up to achieve that.

Ignition – As part of the default specificationwill be the fitment of a full solid state electronicignition using the 123 Distributor. This will not onlycontrol the advance curve for the ignition moreaccurately, but will also provide a higher intensityspark with commensurately cleaner exhaustemmisions.

Recommended transmission upgradesA fast road engine will be quite capable of pulling ahigher final drive ratio. The recommended changewill be from 3.73 to 3.54 to 1 giving an extra 2 mphper 1000 rpm in fifth gear. For engines fitted withauto transmission, the standard final drive ratio is3.54 to 1 and the recommended change will be to3.31. This would also be the recommended changefor manual DB4’s fitted as standard with a 3.54 to 1final drive.An additional option is the fitment of a 6 speedmanual. Currently not a standard transmissionoption, it could be offered if desired and wouldpotentially enable a further reduction in the finaldrive ratio for manual cars from 3.54 to 3.31, with6th gear giving a road speed in the region of 35 mphper 1000 rpm. Such an option could realise a veryuseful improvement in fuel economy.In summary the options are:

u Final drive ratio change – 3.73 to 3.54 to 1u Final drive ratio change – 3.54 to 3.31 to 1

With other changes:u 6 speed manual plus change of final drive

from 3.73 to 3.31 to 1u 5 speed auto with 3.54 to 1 final drive

Contact Us for more information

15 DB4, 5 & 6 UPGRADES

The 4.7 Litre Engine

17 4.7 LITRE ENGINE

The Ultimate It is possible to safely increase engine size by fittingthe enlarged liners of a 4.5 litre engine and by fittinga crankshaft with a slightly larger stroke to give 4.7litres. Fitted with the fast road camshafts and withthe triple Weber DCOe9 carburettors, the resultingincrease in engine torque is in the order of 35% to40% and a reliable power output better than 340 to350 bhp. Any engine fitted to this specification willbe very noticeably livelier, particularly mid rangetorque and the ability to pull a very high ratio finaldrive will be significantly enhanced. Commensuraterequirements for a 4.7 litre engine are:A new cylinder block with stiffer main bearing websand main bearing housings which are additionallycross bolted to add to the structural stiffness of thecylinder block

u A new increased stroke crankshaftu 4.5 litre sized cylinder linersu New forged Cosworth pistonsu Fast road camsu Reworked cylinder head to cater for the

increase in engine bore sizeu A twin plate racing clutch to absorb the

increase in engine torque

Aspects of engine development also include gasflowing and blue printing of the cylinder head andblock assemblies. Each project really needs to bediscussed in detail before a personal specificationcan be finalised.In all other respects, the complimentarytransmission, brake and suspension modificationsthat would be recommended are those for the fastroad engine, as detailed above, but with thedesirable addition of:

u 4 pot racing and ventilated front brakes and calipers

u Full flow engine oil cooler (as opposed to the bypass oil cooler system fitted as standard)

RecommendedComplimentaryUpgrades

Recommended suspension upgradesA general re-fit and upgrade of the suspension isstrongly recommended when moving to a fast engine specification. The key options that are available are:

u The Monte Carlo handling kit featuring:Stiffer front roll barFast road front and rear springs

u Plus Up-rated Koni front dampers (not included in all the Mote Carlo handling kits)

An additional change highly recommended would bethe fitment of The Monza Adjustable Telescopic rearDampers Kit.

Recomended brake & wheel upgradesFitted as standard on DB5 and 6 cars, is a 4 wheelall disc duplex Girling brake system that has provento be effective and capable of adequate retardationfrom very high speeds consistently and safely. WithDB4 cars, the early simplex all disc brake Dunlopsystem lacks the same capacity to absorb heavyheat loss arising from very high speeds. Therecommended changes to the standard brakesystems are:

DB4 – Fit the standard duplex Girling Brake system upgraded as below.DB5 & DB6 – Improve brake system resilience as follows:Fit harder PadsUpgraded brake servo assistanceWheels : Default to move to 6.5J rim size wheel and to fit 205/80 section radial tyreswith an added option to fit 225/70 radial tyres on 15 wheels.

Reliability, flexibility & refinement The design of the engine provides limited scope formajor refinement improvements, but the followingwould be of benefit in any engine of this type. Theseare:

u New forged steel crank. To improve engine responsiveness and reliability

u Solid State ignition for reliabilityIncreased capacity oil pump for reliability and longevity

u Improved engine cooling – aluminium oil and cooling system radiators and electric fanContact us for more information

RECOMENDED UPGRADES 18

Having already completed many track days in hisDB5, our client came to Aston Workshop looking forextra speed and refinement. The car was producinggood power and torque with its triple 50 DCOEWebers and uprated 4.7 litre engine.Preliminary testing suggested there was still roomfor improvement and that it could be made a lotmore “usable” with a range of Aston Workshopenhancements.Our brief was to produce a package which wouldenhance the DB5's performance and 'drive-ability',without affecting reliability.With the car running on triple 50 Webers the powerwas only available higher up the rev range and would“bog down” below 2,500 RPM.

Under bonnet originality was not an issue for ourclient so we opted for a fully sequential, electronicfuel injection system with throttle bodies and standalone ECU.

Using the EFI system, fuelling and ignition can beprecisely controlled at all engine speeds and loads,increasing torque, smoothness, power and fueleconomy. We also fitted an 'Aston Workshop' tuned,equal length header exhaust system to improve gasflow exiting the engine.

We used a combination of engine dyno, rolling roadand road testing to optimize the engine. Peak torquewas 366FT.LBS @ 4,000 RPM with 340BHP @ 5,000RPM, even at 2,250 RPM the engine was producinga very healthy 270 FT, LBS of torque. On the roadthe car was smooth and tractable with blisteringacceleration, for example 80 to 100 MPH in 6th gearwas around the 3 second mark!As well as these significant engine modifications (allcarried out in house) we also converted the original5 speed manual to a modern 6 speed manual gearbox, fully rebuilt the front suspension with adjustableshock absorbers and uprated anti roll bar, AP racingbrakes, electronic power steering, HD headlights andan instrument LED upgrade completed the package.As a whole, the enhancements package produced aphenomenally quick and usable car which is not onlyan excellent track day “tool” but also a reliableeveryday road vehicle.Please feel free to contact us, we can tailorpackages to suit any personal requirements you mayhave.Please note, we also have a sequential EFI systemwhich is completely hidden and retains the originalS.U or Weber Carburettors. Please contact us forfurther information.

Fuel Injection

19 FUEL INJECTION

21 GT ENGINE

GT Engine

The GT Engine

A further development is to fit the GT Cylinder head. This

differs from the standard by having twin spark plugs for

each cylinder. Originally this cylinder head was developed

for the DB4 GT. Around 120 DB4 GT’s were manufactured

during 1960 and 1961. The GT engine provides a further

increase in power, particularly at 4,500 rpm and above.

This GT cylinder head can be offered on any of the fast

road or ultimate engine specifications.

Some important modifications are required to the engine

bulkhead and heater assembly, to provide adequate

clearance for the second distributor. The cylinder head

comes with significant improvement in inlet and exhaust

porting over the standard head, which further aids the

breathing.

Complimentary Transmission, Suspension, BrakeUpgrades

In all other respects, the complimentary transmission,

brake and suspension modifications that would be

recommended are those for the fast road engine, as

detailed above, but with the desirable addition of :

� 4 pot racing and ventilated front brakes and

calipers

� Full flow engine oil cooler (as opposed to the

bypass oil cooler system fitted as standard)

Contact Us for more information

The V8 Engines

General pointsThe Aston Martin V8 engine was originally definedand specified during 1963 as the DB5 was beingreadied for production. From the outset, conceivedas a V8 of greater than 4 litre capacity, itincorporated many of the same technical andphysical features of its predecessor, particularly,cylinder block design. This eventually resulted in anengine of 5.3 litre capacity.A major aspect of the design brief was the use ofwet liners and cylinder head design using two largevalves per cylinder and twin overhead camshaftswould continue. The policy of incorporating verygenerously dimensioned main bearings was also tobe continued. As a result of using the engine in a speciallydesigned Lola chassis to go racing, some importantweakness became evident in the cylinder blockdesign and this led to a major re-work andstrengthening, producing as a result a very toughengine with enormous scope for development.Finally, as a means it was hoped, to homologate theV8 in the American market, it was decided to use aBosch hydro mechanical fuel injection system, sothat the emission requirements could be satisfied. Regrettably this early fuel injection system provedtroublesome and unreliable, resulting from the 200thcar, a reversion to 4 down draught twin choke Webercarburettors and this policy continued until theintroduction of the series 5 V8, when a Weberelectronic fuel injection system was incorporated.Early engines were capable in carburettered tune ofaround 310 bhp and 300 ft lbs of torque. With the

introduction of the Vantage tune, with moregenerously dimensioned ports, high lift cams andhigher compression, power grew to 380 bhp and theX-pack still further to a highly reliable 430 bhp.Aston Martin further developed the V8, introducingan enlarged 6 litre design, and with the Vantage550, twin superchargers with fuel injection producingagain with complete reliability, up to 550 bhp and inexcess of 500 ft lbs of torque.RS Williams went further by developing this enginewith a longer stroke crank and yet furthermodification to cylinder block and head to 6.5 and 7litre capacity, these producing 600 bhp with a furtherincrease in available torque. It is a testament to itsdevelopment potential that such massive increasesin power and size have been possible and howunstressed the standard engine is.

Fast road engine enhancements

From the foregoing, it is quite possible to produceengines, which provide a substantial increase inpower and torque simply by modifying engines to anestablished design specification. As a general rule,therefore our standard fast road engine is basicallycommon with the V8 X-pack, the X-pack engine beinga later development of the Vantage engine that wentinto production in 1977.With lightweight low friction pistons, electronicignition, revised camshaft timing and porting, theseengines develop around 430 bhp and 350 to 370 ftlbs of torque totally reliably and with excellentflexibility and smoothness.

23 THE V8 ENGINES

25 THE V8 ENGINS

An increase to 6 litres can be readily incorporatedthat provides a sizeable increment of additionaltorque over the entire engine speed range. Thismakes for exceedingly rapid and flexibleperformance. The main fast road engine options aretherefore:� 5.3 litres standard Vantage specification –

nominally 380 bhp� 5.3 litre standard Vantage X-Pack

specification – nominally 430 bhp� 6.0 litre standard spec – nominally 380 plus

20% increase in torque from 1500 to 5000 rpm

� 6.0 litre X Pack nominally 460 to 470 bhpplus additional 20% torque from 1500 to5000 rpm

The fast road options above retain the original strokeof the engine, and because of that, it is possible toretain the original crankshaft and con rods andthereby, limit the costs of the upgrade. However, thedecision to retain or replace these depends criticallyon condition. A new crank and rods may be desirablewith the 6 litre option.A simultaneous engine overhaul, which would bedesirable anyway, will involve new liners and pistons.All of the fast road options require extensivechanges to the cylinder heads, from enlarged valveseats, valves, springs and cam followers to gasflowing of the inlet and exhaust ports and newcamshafts. New lightweight forged high compressionpistons are also required.The standard Vantage carburettor is the Weber 48

IDF with Vantage standard inlet manifolds. A set ofenlarged bore exhausts manifolds are also requiredto compliment changes to the cylinder head.

Complimentary transmission upgrades

The standard transmission, whether auto or manual,will be capable of accepting the considerableincrease in torque and power that comes from theVantage engine. As always, the proviso should bethat it must be fully serviceable and in good repair.However, the proviso, with the automatic gearbox isthat the size and capacity of the standardtransmission oil cooler must be increased. Onmanual cars, a heavy duty clutch must be fitted.The final drive differential carrier and its supportingcradle will need to be strengthened. In very hotclimates, it may be advantageous to install a finaldrive oil cooler, for which we have an establishedscheme and installation kit. Finally, considerationshould also be given to modifying the final driveratio, where this may offer useful advantages.In summary the upgrades are:� Auto gearbox oil cooler� Heavy duty clutch (Manual only)� Strengthened final drive carrier and cradle� Higher final drive ratio (dependent on

customer choice)

THE V8 ENGINES 26

Complimentary suspension and brake upgrades

When upgrading the standard V8 to full Vantagespec, it is essential that suspension is alsoupgraded to the Vantage spec or with upgraded fastroad front brakes. This includes lowered andstiffened road springs, a thicker front anti-roll bar,complementary heavy-duty up rated dampers and arear anti-roll bar. At the same time, it is essential toupgrade the braking system, with enlarged frontdiscs and high performance, heavy-duty brake pads.Consideration should also be given to reviewingwhether more powerful brake servos are desirable.In summary these are:� V8 Vantage suspension upgrade kit

(including rear anti roll bar kit)� V8 Vantage brake upgrade kitComplimentary Wheel and Tyre upgradeThe standard V8 uses 225/70 15 tyres with a 6.5 Jwheel width. This needs to be increased to cope withthe additional torque and power available. The

Vantage specification calls for 7J wheels with255/55 16 tyres.� 16in BBS wheels� 255/55 ZR 16 Tyres

Reliability, flexibility and refinement

The standard 5.3 litres V8, whether in carburettorform or as with the Series 5 V8, fuel injection, startsas a highly flexible engine with abundant torque fromas low as 1000 rpm. It is also a highly refinedengine. Improvement to the inherent reliability of thisengine needs, therefore to be in the areas of ignitionand cooling predominantly. Improvement in generalrefinement is based on ensuring that the balance ofthe engine is optimal and this is best ensured duringan engine rebuild.The following upgrades apply equally to Vantage andstandard engines:� Ignition System upgrade� Cooling System upgrade (Coolant & oil)

The Aston Martin V8 has shown itself to beadaptable to a bewildering range of options, withsome versions having been developed from thestandard 5.3 litre V8, through capacity increases toas high as 7 litre and with a variety of fuellingoptions ranging from up-rated carburettors to singleand double superchargers and to power and torquefigures of 600 bhp and 500 ftlbs of torque. Theseare massive increases from the standard engine,

which develops around 320 bhp and producesaround 250 to 260 ft lbs of torque."The Tadek Marek designed Aston Martin V8 Enginelends itself to many configurations and capacitiesfrom the production 5.3 litre in 1969 to the finalsupercharged Vantage in 2000. During this timevarious upgrades have been developed to providethe Aston Martin V8 driver with a power upgrade tosuit his needs.Aston Workshop promote the 6 litre or 6.3 litrecapacity engine to provide the extra torque toenhance the driving pleasure of the vehicleproviding superb mid-range accelleration withprodigious pulling power as well as maintaining anacceptable fuel consumption to maintain its touringcar range.

27 THE V8 ENGINS

The UltimateV8

Complimentary Transmission, Suspension, BrakeUpgrades for the Ultimate Engine

In all other respects, the complimentarytransmission, brake and suspension modificationsthat would be recommended are those for the fastroad engine, as detailed above, but with thedesirable addition of :

6 pot racing and ventilated front brakes and callipersFull flow engine oil cooler (as opposed to the bypass oil cooler system fitted as standard)

Contact Us for more information

29 HANDLING KITS

HandlingKits

General

Modern gas filled dampers, adjustable in somecases, progressive rate springs and modern radialtyres have transformed the handling characteristicsof modern cars and these advantages are availableto classic car owners as well. By adjusting dampersettings, different suspension settings and springrates and optimising these in conjunction withmodern radial tyres, it becomes possible to tailorthe handling characteristics to those desired by theowner. Finally, replacing rear lever arm dampers,which have been fitted to every Aston Martin madeup until around 1974, with telescopic dampers, getsrid of what has now become an obsolete component. We have developed The Monza Adjustable RearTelescopic Damper Kit for DB2’s through to the V8models.Furthermore, it is yet another significant step forwardin achieving modern standards of ride comfort androad behaviour. Finally there is the wider question of choice of tyres.At the end of the day, choice of tyre is a personaldecision, and while we will recommend certainoptions that we know work well, the choice inevitablymust be the customer’s.You will see in this section, therefore, a constantreference to the optimal combination of suspensionimprovements, settings and tyre choices in theupgrade recommendations made below.

31 HANDLING KITS

DB2, DB2/4 and DB Mk 3 Suspension and TyreUpgrades

General CharacteristicsDesigned in the late 1940’s, the use of a doubletrailing arm front suspension with divided track rodsfor steering reflected a design concept that owes itsorigins to the racing Auto Unions of the 1930s. Incombination with a cam and peg steering box, itprovided a significant improvement in handling andride comfort over the pre war use of a rigid beamfront axle in combination with semi-elliptical frontsprings used on the 1 ½ and 2 litre cars of theVintage era. The DB2 gained a fine reputation forhandling and roadholding and was among the firstproduction cars on the British market to introduceindependent front suspension as the 1940’s drew toa close.

Front Suspension

The front suspension uses twin-trailing arms. Theupper trailing arm comprises the lever arm frontshock absorber (damper). The lower arm is pivotedfrom a transverse cross member bolted to thechassis. Comprising of a hollow oil filled tube, thereis a torsion bar that is splined to each of the lowertrailing arms, and hence this acts as an anti-roll bar.In the bottom centre of this tube there is a pivot,which connects the divided trailing arms and draglink from the steering box. The suspension uses coil springs which bear directonto the king pin assembly and at the upper end isheld within an aluminium spring tower bolted to thechassis.The original suspension was designed for use withcross ply tyres, and with such tyres, the turn in andcornering is good, so long as the damping remainseffective with minimal understeer. Some adjustmentof camber and caster angle is possible within narrowlimits.

Changing to radial tyres with a significantly reducedslip angle has the effect of inducing an element ofoversteer, and to counteract that, a stiffer frontanti-roll bar is desirable.

Rear Suspension

The rear suspension comprises twin equal lengthtrailing arms with coil springs. Damping is achievedwith lever arm shock absorbers acting on the lowertrailing arms that also have the rear axle bolted tothem. A Panhard rod is used to control any lateralmovement.

Fast Road Suspension Upgrades

The aim of the fast road suspension kit is toimprove general handling and to optimise thesuspension for use with modern radial tyres. Thereare two options, the first of which replaces the rearlever arm shock absorber with a telescopic damperkit. The second option preserves the rear leverarms. A third option which can be offered is toimprove the general efficiency of the front shockabsorbers by adding an additional telescopic frontdamper, which is attached at the bottom with abracket bolted to the king pin casting and at the topa bracket which is bolted to the top of the frontsuspension spring tower. The options are as follows:

Option 1

F The Monza Telescopic Rear Damper KitF The Monte Carlo Kit Stiffer front roll bar

with fast road front and rear springsF Up rated front shock absorbersF Radial ply tyres

DB2, DB2/4 & Mk 3

33 HANDLING KITS

�Options 2

u Option 1 plus front telescopic dampers

While the standard wheels can continue to be used,careful consideration should be given to using 72spoke wire wheels. Tyre size should ideally beretained using either 6.00-16 or 185-16 tyres. Widersection wheels and tyres are not recommended forgeneral road use. If it is desired to continue the useof cross ply tyres, then it is recommended that thefront anti-roll bar is retained as standard.

Safety Upgrades

Even the very last of the DB2 family of cars was built50 years ago. Key stressed components such as thefront suspension spring towers and front and rearhubs are known to have a tendency at this age tocrack and if allowed to develop fail with potentiallydisastrous consequences. Other components, whichshould also be critically examined and replaced if atall suspect, include the rear suspension trailing armfront and rear pivot castings and rear axle U bolts. Inaddition the rear trailing arms should be criticallyexamined for wastage as a result of generalcorrosion.In summary the following components are safetycritical:�

Front Suspension Spring Towers� Front Hubs� Rear Hubs� Rear Suspension Trailing arm pivot castings� Rear axle U Bolts

35 HANDLING KITS

DB 4, 5 and 6 Suspension and Tyre Upgrades

General CharacteristicsThe design of the suspension for the DB4, whichwas launched in 1958, was a complete break fromany previous road car designs. The front suspensiondesign evolved and was honed from the DB3S andDBR1 sports racing cars developed under AstonMartin’s racing programme during the 1950’s andcomprised unequal length double wishbones,telescopic dampers and springs. The rearsuspension of both the DB3S and DBR1 included aDe Dion independent rear suspension and it hadbeen intended to use such a system in the DB4. However, the difficulties in developing a satisfactoryinstallation and the lack of any constant velocityjoints that would have accepted the pivot arcs, thatwere inevitable with the rear suspension design ofthat type created major concerns as to the maturityof its design and cost. It was therefore decided touse a conventional rigid rear axle located fore andaft with twin trailing arms and lateral location using aWatts linkage. The DB4 and the DB5 and 6 that followed gained afine reputation for road holding and ride comfort. Theintroduction of the E-Type, however, brought home thevalue of independent rear suspension. It would beonly when the DBS was launched in 1968 that theDe Dion rear suspension saw its introduction in anAston Martin road going car.

Front Suspension

The front suspension comprises of twin unequalupper wishbones with top king pin spherical jointoutboard, a lower forward wishbone, again outboardwith a spherical joint. The rear lower wishbone armcomprises a drag link, pivoted inboard with a rubberbushed spherical pivot and outboard is secured to

the bottom wishbone spherical joint. The Suspension spring in unit with the telescopicfront damper bears down on the lower wishboneassembly. Adjustment of camber angle and casterangle is by shim on the upper wishbone. A front anti-roll bar completes the suspensiondesign. Steering is by rack and pinion. The originalsuspension was designed for use with cross plytyres, and with such tyres, the turn in and corneringis good, so long as the damping remains effectivewith some understeer designed in.Changing to radial tyres with a significantly reducedslip angle has the effect of inducing an element ofoversteer, and to counteract that, a stiffer frontanti-roll bar is desirable. Turn-in is critically affectedby camber angle, particularly when wider sectionradial tyres are being used.

Rear Suspension

The DB4 and 5 rear suspension is by twin equallength trailing arms for longitudinal location andWatts linkage for lateral location. With the DB6, theupper training arm is slightly shorter and thisinduces some natural roll stiffness and servesusefully to counteract the effects of some minoradditional weight over the rear wheels and tomaintain a gentle understeer. The coil springs bear down direct onto the rigid rearaxle. Damping is achieved using lever arm dampers,with some ride stiffness control using Selectarideshock absorbers on the DB5 and DB6.

Fast Road Suspension Upgrades

The aim of the fast road suspension kit is to improvegeneral handling and to optimise the suspension for

DB4, 5 & 6

use with modern radial tyres. There are two optionsthe first of which replaces the rear lever arm shockabsorber with a telescopic damper kit. The secondoption preserves the rear lever arms. The optionsare as follows:

Option 1

u The Monte Carlo Kit with stiffer front rollbar

and fast road front and rear springsu Up rated front shock absorbers - plusu Radial ply tyres

Option 2

u Option 1plus The Monza Agjustable Rear Telescopic Kit

Inevitably there may well be owners who, fororiginality’s sake, wish to continue to use cross plytyres. The recommended way forward in this casewould be to still fit the Monte Carlo Kit, but tocounter the increased understeer inevitable with anincrease in front roll stiffness, to adjust the camberangle to suit to retain the desired turn-incharacteristics. Some additional compensation maybe possible by judicious change in the balance of

front and rear tyre pressures.Finally, the DB4, 5 and 6 respond well to use ofwider section wheels and tyres, the key limitingfactors being the ability of the wheel arches toaccommodate wider section tyres and heaviness ofthe steering. In general the widest section that canbe sensibly recommended for non power steeringcars is most probably 185 section tyres on 6J widerims, while still retaining an ability to manoeuvre thecar at parking speeds without excessive effort. Withpower steering, the sensible maximum section is the225 section tyres with 6J rims, although mostchoose 205 section tyres on 6J rims.

Safety Upgrades

The front and rear suspension on the DB4 and latercars has shown itself to be remarkably tough andapart from wishbone inner and outer pivots andbushes, free of age related problems. However, hubswear and it is a wise precaution, if contemplating thefitting of a fast road suspension, to replace bothfront and rear hubs.

u Front Hubsu Rear Hubs

HANDLING KITS 36

DBS & V8

37 HANDLING KITS

General Characteristics

The long awaited introduction of a De Dion typeindependent rear suspension finally happened whenthe DBS was launched in 1968. The frontsuspension remained identical to the system used inthe DB6, save for minor detailing, spring rates anddamper settings.The independent rear suspension came with a DeDion tube located for and aft with twin trailing armsand laterally with a Watts linkage. Coil springs withlever arm dampers completed the specification. Thefinal drive and differential housing was held in itsown cradle, which was bolted to the chassis andinsulated with rubber bushes. Rear disc brakes wereinboard and accessed via a small hatch under therear seat.Finally a stiffer front anti-roll bar was specified. Thesystem was to continue in production all the wayuntil the 1989 when the new Virage was launchedwith a radically re-designed rear suspension, still ofthe De Dion type, but with quite differentarrangements for fore and aft and lateral location.

Front Suspension

The front suspension comprises of twin unequallength upper wishbones with top king pin sphericaljoint outboard, a lower forward wishbone, againoutboard with a spherical joint. The rear lowerwishbone arm comprises a drag link, pivoted inboardwith a rubber bushed spherical pivot and outboard issecured to the bottom wishbone spherical joint. The Suspension spring in unit with the telescopicfront damper bears down on the lower wishboneassembly. Adjustment of camber angle and casterangle is by shim on the upper wishbone. A front anti-roll bar completes the suspension

design. Steering is by rack and pinion. The originalsuspension was designed from the outset with radialplay tyres. The system retains much of the feel andsuppleness of the DB6 system, which it so closelyresembles. Finally the suspension settings, spring rates andstiffness of the front anti-roll bar were optimised forroad use and for the significantly greater weight ofthe DBS and the V8.

Rear Suspension

Of the De Dion type, the rear suspension consists ofa tube laterally located with a Watts Linkage withtrailing hub carriers, left and right. The De Dion tubeis located with twin trailing arms for fore and aftlocation. The final drive unit is fitted in its own cradle and islocated using rubber mounting bushes to thechassis. Inboard disc brakes are fitted either side ofthe differential. The drive to the wheels is viauniversally jointed drive shafts, located inboard tothe differential and outboard to the hubs locatedwithin the hub carriers. The rear suspension comeswith coil spring units. Rear suspension dampers uselever arm shock absorbers for DBS and V8 modelsup until the Series 3 V8 and V8 Vantage. Thereafter,all later V8 and V8 Vantage models use telescopicrear dampers.The De Dion rear suspension radically improvedgeneral comfort and feel, giving an easy supple ride,but with outstanding traction and with a lightness ofhandling that masks the weight and bulk of the car.Near neutral handling ensued, which on the limits,gave way to an easily controlled gentle oversteer.

Fast Road Suspension Upgrades

All DBS and V8 models excluding the V8 Vantage

The main objectives of the fast road suspension areto provide much improved and controllabledamping, tauter handling and much reduced rolland pitch. The consequence is generally improvedroad feel; higher levels of adhesion with little lossof ride comfort.The main elements of the fast road kit are:

Option 1 – Fast Road Kit

u� Monte Carlo Handling Kit The Monte Carlo Kit with stiffer front roll bar and fast road front and rear springs

u� Monza Adjustable Rear Telescopic Damper Kit �

Option 2 – The ultimate fast road Kit – applicable V8 cars only

� u Option 1 plus Rear anti-roll bar

DBS further options

The DBS and associated Vantage models madebetween 1968 and 1972 are fitted with 6J wirewheels. To complement the fast road suspension, werecommend also fitting 225-70VR 15 tyres.

The V8 Vantage

The V8 Vantage suspension has been designed tocomplement the very high levels of performanceavailable. There is in consequence no generallyavailable fast road suspension upgrades availablethat can further improve the handling and stability,which is achieved using the Vantage productionstandard suspension specification.

39 BRAKE UPGRADES

General Characteristics

As with many automotive systems, advances indesign and materials have transformed brakeperformance and safety. Some systems, which arenow finding almost universal application, includeABS, Emergency Brake Assist and Dynamic SystemsControl, all of which integrate the brake system withengine management and steering. This level ofintegration is not a feasible proposition for the oldercar. However, other advances in materials andsystems are now available. These include ventilateddiscs, new brake pad materials, up rated servoassistance and duplex brake systems, which are allfeasible and provide a degree of brake performanceand reserve capacity that was beyond the ability ofthe designer to specify right up until the early1990s’. We are all aware that the use of asbestos in anyshape or form can lead to the release of asbestosparticles, which if inhaled can lead to the onset oflung cancer. Consequently brake pad and linersmaterial specifications have changed drastically fromearlier times and they in turn have differentproperties that require to be taken account of inmodifying brake systems and making them fit for usein modern traffic conditions.What follows in this section are the recommendedupgrades that we believe will lead to optimum brakesystem performance and balance and which willcompliment the up rating of these cars with fastroad engine performance modifications, and fastroad suspension systems. In addition, there are alsoa range of Safety related upgrades that werecommend any owner should seriously considerembodying.

Brake Pad and Liner materials

There is a wide range of materials with differentmixes of resin, friction material, binders etc and all

of which have different heat ranges, coefficients offriction and tolerance to high temperatures. Somematerials are best suited to low speed use withgood “bite” that do not require any heat to realisetheir full braking performance. The heat tolerance ofsuch materials is comparatively poor. Others aredeveloped for high speeds and heavy use, which maywell have lower coefficients of friction until thetemperature has risen, but whose heat tolerance isvery high. The choice of brake pad and liner material is crucialin defining the braking performance, and often, thecorrect choice of pad will achieve the desiredimprovement in braking performance.

DB2, DB2/4 Brake System Upgrades

The DB2 and DB 2/4 up to the introduction of theDB Mk 3 were equipped with all 12 in Girling drumbrakes with Alfin drums. The front brakes came withboth leading and trailing fully floating brake shoesdesigned to have good all round performance. Theycome with a mechanical adjuster. The rear brakesalso featured leading and trailing shoes with a fullyfloating double acting piston assembly. No brakeservo was fitted. The handbrake acts on the reardrums and was equipped with a manual adjuster.As fitted, they provide effective retardation all be itwith fairly high pedal pressures. It is therefore afairly common modification to fit a brake servoacting on the front cylinders only.The brake system was itself simplex with one mastercylinder acting on a single hydraulic brake circuit.

Contact us for more information

Brake Upgrades

41 BRAKE UPGRADES

AP Racing Kits

Fast Road Upgrades

The general areas of improvement to balance theperformance improvement of a fast road engine areto keep brake pedal pressures modest, fit hardermore heat tolerant brake linings and to also offer thealternative of converting the front brakes to discbrakes. The combination ensures that brakes aremore progressive in use and can be stressed morehighly before there is evidence of brake fade. Theupgrade options offered are therefore:

u� Brake servo u� Harder brake liningsu� Front Disc Brake conversion

If a brake servo is fitted which acts on both front andrear brakes, it will be important to introduce a rearbrake pressure limiter valve to ensure that the rearbrakes do not lock up prior to those acting on thefront wheels.Safety UpgradesThe key safety concern with the simplex brakesystem fitted to the DB 2 and DB2/4 is that a totalbrake loss could arise with a single point hydraulicsystem failure. To avoid that possibility, a duplexmaster cylinder with separate front and rear brakecircuits can be offered. Separate hydraulic reservoirsare also fitted. Braided flexible brake hoses areoffered to add assurance to the integrity of the brakesystem

DB4, DB5 and DB6 Brake system upgradesAll models come with disc brakes on both front andrear wheels. While the DB4 came with Dunlop discbrake units, the DB5 and later cars came with aGirling disc brake system. Girling braked cars camewith a duplex braking system with twin servos forfront and rear brake circuits.Dunlop braked cars are fitted with a simplex brakesystem, single servo and single pot disc brakecallipers for both front and rear brakes as standard.In contrast, the Girling brake system uses twin potcallipers with pads of significantly greater size. Thehandbrake acting on the rear discs with a separatecable operated brake calliper that is mounted to therear disc brake calliper unit.

DB4 fast road Brake system upgradesA limitation of the Dunlop system fitted to the DB4 isthe reserve braking capacity that is available with asimplex single pad system. The Dunlop brakes usepads of comparatively small size and in order to

BRAKE UPGRADES 42

43 BRAKE UPGRADES

absorb the heat energy that follows from heavy high speed brake application; necessarily require a highheat tolerance. The consequence is a brake systemthat lacks the initial “bite” that the modern car userexpects, especially when the brakes are ‘cold’.Further the reserve thermal heat capacity is limitedand this gives a feel that suggests that the car isunder braked during heavy high speed application. Anattractive option for the DB4 owner is therefore toupgrade the brake system to the duplex twin servoGirling brake system fitted to the DB5 and DB6. Ifeven better brake system performance is required,then the system can be further modified withventilated front discs and modern six pot brakecallipers. Cars fitted with this upgrade will then copewith the extreme use that comes with track day use,while also reducing general road use brake systempedal pressures and enhancing yet further the alreadyexcellent progressive brake system performance ofthe standard system.

The DB4 fast road brake options are

Option 1Girling brake system upgrade

u Girling discs Frontu Girling discs Rearu Girling 3 pot disc brake callipers Frontu Girling 3 pot disc callipers Rearu Twin servosu Duplex Girling Brake master cylinderu Separate front and rear hydraulic brake

hydraulic circuits.

OPTION 2 – Enhanced fast road brake system

u As option 1 but with The AP Racing Kitventilated front discs and AP racing six pot front brake callipers – Front

Fitting this upgrade also demands the fitting of 6.5Jwire wheels to proved the necessary clearance for thefront disc and calliper assembly.

DB4 Safety Upgrades

The key safety concern with the Dunlop simplex brakesystem fitted to the Series 1 to Series 4 DB 4 is thata total brake loss could arise with a single pointhydraulic system failure. To avoid that possibility, aduplex Girling master cylinder with separate front andrear brake circuits can be offered. Separate hydraulicreservoirs are also fitted. Braided flexible brakehoses are offered to add assurance to the integrity ofthe brake system. If adopting option 1 fast roadBrake System upgrade, the system is given enhancedeffectiveness with separate front brake and rearbrake servos.

DB5 and DB6 fast road Brake System Upgrades

An all Girling disc duplex brake system is fitted withtwin servos, that provides totally separate front andrear hydraulic systems. By common consent, thesystem fitted is very highly regarded, with excellentbrake cooling and this provides more than adequatereserve braking system performance, except possiblyon the race track. It is possible to upgrade the

BRAKE UPGRADES 44

system which will reduce pedal pressures, enhancethe already highly progressive standard brake system and to provide an imroved high speed response.The recomended DB5 and DB6 fast road options are:

OPTION 1u Uprated servos

OPTION 2u Option 1 plusu The AP Racing Kit

ventilated front discs and AP racing six pot front brake callipers – Front

DBS and V8 fast road Brake System upgrades

As with the DB6, the DBS and V8 come with an alldisc brake configuration with inboard rear disc brakes.The standard brakes of the DBS are as for the DB6with an all Girling twin pot calliper system with twinbrake servos. The V8 follows an identical approachwith the addition of ventilated front discs, enlargedthree pot front callipers and ventilated rear discs with3 pot Girling callipers.

DBS models fast road brake option

The upgrade option for the DBS and Vantagemodels is:

u The AP Racing Kitventilated front discs and AP racing six pot front brake callipers – Front

V8 models excepting V8 Vantage – fast road Brakeoption

There are two principal options available to the V8owner. The recommended option which enhances theprogressive feel of the brakes, reduces pedalpressures and provides an enhanced capacity for highspeed use is to:

Option 1u The AP Racing Kit

ventilated front discs and AP racing six pot front brake callipers – Front

Option 2u Full V8 Vantage brake system, Front and Rear

45 AIR CONDITIONING

Air Conditioning Systems forTropical Climates

Over the last 10 years, the Aston Workshop hasgained a considerable amount of experience inproviding Air Con systems fit for use in tropical andhumid climates with ambient air temperatures thatregularly exceed 40 deg Centigrade. Suchtropicalised systems have been fitted to a widerange of cars including DB4s, DB5s and DB6s, V8and less frequently even DB2 cars.There are 3 major elements to tropical specificationair con systems which differ from the standard. Thefirst of these is the use of an upgraded air concompressor and a larger condenser, which ismounted in front of the main radiator behind theradiator grill. The second main change is theaddition of a second evaporator with its ownventilation system. The second evaporator plenumchamber is situated underneath the shelf under therear window or in the case of a convertible,underneath the hood stowage. In the case of thesaloon cars, this brings about a need for a numberof consequential changes, including the removal ofthe standard tank and its replacement with twin

tanks situated behind the rear wheel arches ashappens as per standard with the drophead coupes(Volante). The third significant change is the fitmentof a more capable ventilation system with provisionfor recirculation of the cabin air.Experience has shown that they can and do providea comfortable environment in the hottest conditionslikely to be encountered and as has already beenmentioned, they have been specified for a significantnumber of cars we have supplied for our customersin the Middle East, SE Asia and elsewhere.

-

Air Conditioning

Engine Cooling

Summer temperatures, heavy traffic, marginallycooled engines are a perennial problem for theclassic car owner. Regrettably, Aston Martin was nodifferent from many other car manufacturers of theday. To reduce the risk of overheating, the coolingcapacity of the typical DB4 or early V8 needssignificant upgrading. Not only does this need animproved and denser radiator matrix, but it is alsoessential to increase airflow through the radiatorwhen the car is stationary or slow moving. On thelatter point, the preferred answer is fit one or twoelectric thermostatically controlled fans. The upgrade of cooling radiator and specification ofelectric fans depends on the climate where the carowner expects the car to be used and are thus bestspecified individually. The default choice is to fit thestandard radiator with an upgraded radiator matrix.Another similar improvement can be achieved with amodern aluminium oil cooler. Our Imola Cooling Kit consists of a new upratedaluminium radiator and an electronically controledKenlow Fan is designed to give an effective solutionto overheating and give you peace of mind in themost demanding conditions.For those Astons operating in extremely hightemperatures there is the option to add a secondKenlow Fan to the system.

Cooling

COOLING 48

49 ALUMINIUM FUEL TANKS

A source of many car problems comes from the useof cars with contaminated fuel systems. Most of thecontaminant is the result of fuel tank internalcorrosion and the residual sludge that collects andfinds itself in circulation through the fuel pipes,pump and carburettors. As many tanks are as old asthe car, in many instances 50 or more years, this ishardly surprising.Another irritating problem comes from the wildlyfluctuating fuel gauge. The fuel contents are at bestpoorly and vaguely indicated. The long-term solution is to fit a new aluminiumtank with foam filling and a modern gauging unit.We can fit these with no outward indication, retainingthe standard size, shape and position of fuel tank.The resultant rock steady and accurate indication offuel contents can be a revelation!This is a highly recommended upgrade for all carsnot so fitted already and is a must for any restoredcar.

Aluminium Fuel Tanks

Electric Windows became standard equipment onlyfrom the DB5 and later. Electric window lifts for theDB4 were an optional extra, rarely fitted exceptperhaps for cars being exported to the USA. A source of many irritating problems, window liftmechanisms are often caused through faulty limitswitches or electric motors and reduction gears inpoor condition. Replacement original window liftmotors are now unobtainable and are frankly notworth the cost of overhaul.The Aston Workshop have developed The DaytonaWindow Lift Kit a simple but effective electricoperated window lift system that can be readilyadapted for use with Aston Martin DB4, DB5 andDB6’s that replaces the existing window liftmechanism with a simple system that can be easilyand cost effectively retro-fitted. Our experience of these in service has been highlysatisfactory.

Daytona Window Lift Kits

DAYTONA WINDOW LIFT KITS 52

When it comes to classic cars, Satellite Navigation and In

Car Entertainment systems are best specified and fitted

on an individual basis.

The choice of after market AV equipment is huge, but most

systems are very modern in appearance and not suitable

for installation in a classic Aston Martin. Finding the right

combination of classic looks and modern functionality is

key, and here at Aston Workshop we are constantly

updating our recommended systems.

As with all electronic devices, these systems are

constantly being developed and therefore, rather than

publish a recommendation here that may obsolete in 6

months, we suggest getting in touch with our workshop to

discuss the latest models on offer.

For cars dating back to the 1950’s and earlier, it is still

possible to source valve radios, that can be modified to

receive FM. Again, these need to be individually sourced

and specified.

There is little point in fitting a high quality Hi-Fi system

without also addressing the issue of speakers. Again,

there is an enormous choice, and at Aston Workshop have

developed ways of fitting modern speaker systems

discretely, so as not to distract from the aesthetics of your

classic Aston.

In summary, we are always happy to discuss your

requirements and find a solution that fits your individual

needs.

Sat Nav and ICE

53 SAT NAV AND ICE

Aston Workshop Ltd.Aston Workshop, Red Row, Beamish, County Durham, DH9 0RW, England.

Telephone: +44 (0) 1207 233 525 Fax: +44 (0) 1207 232 202

Email: astonworkshop@aston.co.uk www.aston.co.uk